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The Regional Transportation Alliance has launched a new RTA Transit Innovations Series to support and advance current discussions on transit in Wake County.

The sessions include in person and/or videoconference presentations from experts on bus rapid transit and related innovations and research including express lanes, freeway caps, land use, circulators, and periodic comparisons with various rail transit options such as commuter rail, streetcars, and light rail.

With the exploration of new and emerging transit innovations, the development of a bus rapid transit-based alternative(s) as a basis for comparison with the current draft plan, and the clarification and prioritization of goals and objectives, our community can evaluate the potential mobility and economic benefits of transit for our community and make an informed decision on our enhanced regional transit future in Wake County.

There will be no cost to attend any of the events in the RTA Transit Innovations Series. Scroll down or click here if you are interested in sponsoring either an individual session or the entire RTA Transit Innovations Series.

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As part of some recent investigation about Bus Stops in the Twin Cities, I wanted to find out how many bus stops there are in various cities. Sadly this information has not been pre-compiled on the Web … until now.

This is the first list of bus stops by transit system that I know of. It is of course, incomplete. Feel free to add information in the comments (with references, and system definitions as necessary), I will try to update the list periodically. Also feel free to add this information to Wikipedia to preserve this information for posterity.

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Riding for a conference from the Portland airport to Portland State University on Light Rail Transit (LRT) and then streetcar gave me time to reflect on the Elysian Fields of transportation engineering, the Nirvana of networks and nexi.

Portland, Oregon is one of the major battlegrounds in the mode wars (car vs. transit and the internecine rail vs. bus). It has since the 1980s been held up by planners as the exemplar American city that does almost everything right. The foremost thing they do right in the view of the planning establishment is promoting LRT and bicycling.

The fascination with rail transit in particular (especially as compared with bus) was something I have never quite grokked. As a rational observer with formal training in transportation, I have had a hard time understanding the emotional relationship people have with rail. Why do people like LRT more than bus? Is it simply how we operate them, or that it is modern capital, or is there a psychological benefit associated with deterministic tracks vs. widely diverging roads? There are lots of theories on the matter, I will identify a few below.

1. Ride quality. The quality of the ride on an LRT is smoother and less herky-jerky than a bus, and passengers have a nicer facility.

2. Navigability. It is hard to navigate current US bus systems, while the fewer number of rail lines are fairly easy to figure out. Because trains cannot steer, they cannot get lost the way a bus can.

3. Speed. Trains are faster than local buses, especially if they have their own right of way and few stations.

4. Permanence. I can make a permanent investment decision based on the location of rail lines, as the transit system is committed to this line, while a bus line may be temporary.

5. Nostalgia. People who like LRT recall (or wish they could recall) the immediately post-World War II America when streetcars were at a maximum. 1946 was a magical period in US history, a boom following the long depression, when streetcar networks if not at a maximum were really close. (Coupled with a conspiracy theory about their removal)

There are logical rejoinders for the first four (though not the nostalgia or sexuality argument I suppose), the most obvious is that if you spent the kind of money you are spending on rail on buses instead, and operated them better, buses would be quite nice. Navigability could be improved with a bit of thought (and trains can divert), while permanence of the last generation of streetcars (1887-1954) clearly was temporary.

The theory I have now adopted comes from my recent trip from Minneapolis to Portland accessing the airport at both ends via LRT, and then riding the Portland streetcar almost full circle. Rail transit forms an urban superstructure. Guideway transit, esp. LRT makes the city more like a single structure, and makes everything seem closer. The LRT vehicle is continuously running, and if activities are along the path of the vehicle, everything seems quite coordinated. In a way by organizing activities linearly (or multi-linearly), it simplifies the city. Hopping on a train is much like getting on an elevator.

LRT, like walking indoors, keeps you enveloped within civilization, while walking, biking, or driving is a frontier experience, you alone in the wilderness. (And bus falls in-between). We can posit that distances within buildings seem shorter than distances between buildings (Some literature along the notions of this idea exist, see Tversky, but it is not directly on point). Distances connected by the urban superstructure will likely feel closer than those which are not so connected. Walking through a modern airport, or the Minneapolis Skyway, will tell you enveloped distances can be quite large, but still not feel as large as leaving one building into nature for another.

Preferences for civilization or frontier-crossing (or degree of each) vary across individuals. Driving of course places you in a machine, but you, not civilization, are operating the machine, so just as driving is freedom, not everyone wants that freedom to drive, they may prefer freedom from driving. The extent to which you believe in the importance of community over individuals (or vice versa) will affect your perception of the issue.

( LRT may also be more popular than traditional underground subway (Metro) systems. People of course like being able to walk out the door and step onto a train more than having to descend through the gates of hell, Metro to get to the underground subterranean system. There are many reasons, not least of which is the extra time and energy required to so descend. The advantages in principle are faster point to point travel time, but that depends on the access cost vs. the in-motion speed. )

Transit invokes further passions because of the positive feedback loop between ridership, revenue, and route frequency, especially where transit is weak as in much of the US. My riding transit creates a positive externality for you (more riders, shorter headways, and more routes), so of course if you ride transit, you want to impose your preference on me. It is only selfishly rational. Further cars use scarce roadspace. While similar feedback loops may exist on the highway side (more drivers means more closely spaced roads), congestion mitigates that and the network is largely built out, so drivers do not feel the same need to impose their modal preference on the transit riding minority. Finally, drivers may benefit in the short term if other drivers take transit. (Where transit is already congested and frequent, additional riders produce few positive externalities as diminishing returns set in).